Automatic railway-switch.



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APPLICATION FILED JULY 1, 1907.

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PATENTED FEB. 11 R. M. MGGEE & W. M. JONES.

AUTOMATIC RAILWAY SWITCH.

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' No. 878,822. y PATBNTED 11113.11, 1908.

R. M. MGGEE an W. 1v1. JONES.

AUTOMATIC RAILWAY SWITCH.

APPLIUATIONPILED JULY1,1907.

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0 MEa o O O 41 UNITED sTATEs PATENT OFFICE.

RICHMOND M. MCGEE AND WILLIAM M. JONES, OF DALLAS, TEXAS.

AUTOMATIC RAILWAY-SWITCH.

Specification of Letters Patent.

l Patented Feb. 11, 1908.

Application filed July l. 1907. Serial No. 381.728.

United States, and residing at Dallas, county' of Dallas, State of Texas, have invented certain new and useful Improvements in Automatic Railway-Switches; and we do hereby declare the following to be a full, clear, and eXact description of the invention, such as Will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to automatic railway switches of the general type illustrated in the application of Richmond M. McGee, one of the inventors herein, filed October 15, 1906, Serial No. 339,044, and Iis intended essentially as an improvement in the l switch operating mechanism described and claimed in the said application.

The invention is illustrated in the accompanying drawings, in which:

CAD

Figure 1 is a plan view of the entire switch mechanism Fig. 2 is an enlarged plan view of the apparatus immediately adjacent to the switch points Fig. 3 is a side elevation of the track-trip for setting the sliding actuator rails Fig. 4 is a side elevation of a portion of thedetector bar and the coperating means for locking the switch points,l semaphore and locking pins g Fig. 5 is a sectional elevation of the sliding rail for actuating the switch points in one direction; Fig. 6 is a side elevation showing the sliding rail and cooperating mechanism for operating the locking pins Fig. 7 is a similar view of the same apparatus showing the sliding rail in position to be engaged by the wheels; Fig. 8 is an enlarged detail, in plan view, illustrating a simple form of the interlock between the switch shifting means and the means for operating the locking pins Fig. 9 is an elevation of a semaphore to indicate the condition of the locking mechanism; Fig. 10 is an enlarged detail of a bell-crank lever for reversing the locking pins to permit the switch to be automatically opened after a train has entered the siding.

Referring to the drawings, l, 2 indicate the main rails of the track, and 3,4, the switch points which control the turn-out or siding. The points 3, 4 are connected by a tie-bar 5, which operates in a stationary channel bar 6, and, in order to hold this switch in its respective positions, there are mounted upon one side of the channel bar two pins 7 and 8,which are adapted to be projected by springs 9 and 10, respectively, to engage one or the other of the registering sockets or recesses in the tie-bar 5, in a man* ner quite similar to the corresponding apparatus shown in the application of McGee, hereinbefore referred to.

Mounted adjacent to the rail 2, and in adh vance of the switch points, is a sliding rail 40, which is normally retracted from engagement with the rail 2 by suitable springs,

`but is adapted to be brought up into position close against the rail 2, by means of a trackf trip 60, which is engaged by a suitable detent carried by the engine or car and adapted to be moved into position to engage said trip 60. Said trip is connected to a sliding rail 40 by means of a link 62, bell-crank 62, pull-rod 63, bell-crank 64, and pull-rods 65, so that when the trip 60 is depressed by the detent on the engine or car the sliding rail 40 is moved up close against the rail 2, as indicated in Fig.l 7.

Sliding rail 40 is rigidly connected to a hook-rod 42 by means of a post 41, and an angularly disposed hook-member 47 on the forward end of said rod 42 has a beveled nose which engages with an incline 46 on a baseplate 45, to cause said end 47 to be elevated and pass behind a pivoted latch 44 mounted upon pull-rod 43, in the manner clearly indicated in Fig. 7, thereby positively connecting said sliding rail 40 with pull-rod 43. In order to hold said latch 44 in proper position, and also to permit said latch to move freely to permit hook 47 to slide under the same, the rear end of said latch is provided with a spring 48, which is mounted between the same and a sliding shoe 49 operating on the top of the rod 42, said shoe being connected by a link With latch 44, as indicated in Figs. 6 and 7.

Rod 43 is connected with a bell-crank 43 which, in turn, is connected with bell-crank 14 adjacent to the switch points by means of a rod 15. Said bell-crank 14 is connected to a pull-rod 11, located transversely of the track, which, in turn, is connected by bellcranks 12 and '13 with locking pins 8 and 7 respectively, so that when the first wheel of a car or `engine passes between sliding rail 40 and rail 2, said sliding rail is moved out wardly in a horizontal direction and eXercises a direct pullon hook-rod 42, rod 43,

through the connecting latch 44, and rod 43 acting through bell-crank 43', rod 15, bellcrank 14, rod 11 and bell-cranks 12 and 13,

retracts pin 8 from the registering sockets in tie-bar 5 and channel-bar 6, and tends to force pin 7 forward to engage in the other socket in tie-bar 5, when the switch points have been shifted to open the siding. lt will be understood, of course, that the pins 7 and 8 serve to lock the switch points in their open and closed positions, respectively.

After locking pin 8 has been withdrawn, the switch points may be thrown to permit the car or train to pass upon the siding, nd the 'following automatic means are pro vided for shifting the switch points to appropriate position to effect this result. Between sliding rail 40 and the switch points, there isv located a second sliding rail 50, which may, of course, be of the same general construction as said sliding rail 40, but may be conveniently constructed as shown in Figs. 1

and 5, in which said sliding rail 50 is shown' .connected with pull-rod 63 of the track-trip 60 by bell-cranks 66 and rods 67, so that when said track-trip is depressed sliding rail 50 is likewise moved up against the side of rail 2 in position to be engaged by the wheels of a car or engine. rAs in the construction and operation of sliding rail 40, it is alsodesigned to connect sliding rail 50 with certain operating mechanism, when said sliding rail is moved up adjacent to the rail 2.

Referring to Fig. 5, 52 is a pivoted weighted -lever mounted behind and below sliding rail 5() in a suitable base-piece 53. A ratchet 54, connected to pivot 57 of the lever 52, normally lies below sliding rail 50, but when saidl sliding rail 50 ismoved up into position against rail 2, the weighted end of the lever 52 throws ratchet 54 up behind said sliding rail 50, so that when the latter is moved away from the rail by the flange of a wheel, said lever 52, ratchet 54, and pivot 57 are moved in the same direction, until the weighted end of said lever 52 engages an incline 58 on the support 53., which tilts the lever 52 in the opposite direction causing its forward end, which is connected by spring 56 with ratchet 54, to retract said ratchet from engagement with the rear face of the sliding rail 50. Attached to the pivot 57 of the ratchet 54 and lever 52, is a pull-rod 59, which is connected by bell-crank 59', pullrod 20, and bell-crank 19, with a slide 16 which, in turn, is connected with tie-bar 5 in such manner that when said sliding rail 50 is moved outward by the ange of a wheel, said tie-bar is moved to shift the switch points to open the siding to a train, and immediately the switch points have been shifted locking pin 7 drops into the appropriate recess in said tie-bar 5 and holds the points in their adjusted position.

It will thus be noted that sliding rails 40 and 50 are simultaneously moved into position against the rail 2 by the depression of the track-trip 60, when it is desired to pass a train onto the siding or turn-out, and the movement of said sliding rails 40 and 50 toward the rail 2 serves to temporarily connect said sliding rails with the lock-pin operating means and the switch point actuating means,

respectively, and immediately the flange of the vleading wheel of a car or locomotive has passed between said sliding rails 40 and 50 and the track rail 2, said sliding rails are moved outwardly to their inoperative positions and automatically disconnected from the lock actuating and switch operating means.

It has been'found desirable to prevent the improper actuation of locking pins 7 and S and the tie-bar 5, and to effect this there is provided an interlock between rod 1l, which operates the pins 7 and 8 and the rod 16, which actuates tic-rod 5such interlock being illustrated in detail in Fig. 8.

Referring to Figs. 1 and 8, it will be noted that the bell-crank lever 19, which shifts tie-bar 5, to open the switch to the siding, is connected to a bar 16 which has at one end a pin 19 engaging a slot 18 in said tie-bar 5, which normally occupies the position shown in Fig. 8, when the main line is open. Bars 11 and 16 are substantially parallel, and each is provided with V-shaped notches 22 and 23, respectively, the notched ends of said bars being appropriately guided in a base-plate 29, in a cross-slot of which operates a general loZenge-shaped interlocking bolt 21, which Ais adapted to engage one or the other of the slots 22 or 23 in the bars 16 and 11, respectively, and prevent the bar so engaged being actuated until the other bar has been moved into position so that its slot lies opposite said bolt 21. In Fig. S, the parts of the apparatus are representedr in a position they normally occupy with the main line open, andl it will be noted that bolt 21 engages notch 22 in bar 16, so that the tie-bar 5 can not be moved to throw the switch and open the siding until bar 11 has been moved into position so that its notch 23 lies opposite the bolt 21. The necessary movement is imparted to bar 11, when sliding rail 4() has been actuated to operate the locking pins 7 and 8 to unlock the switch. The subsequent operation of the sliding rail 50 operates rock-lever 19, as hereinbefore explained, 'which advances bar 16, which forces bolt 21 into engagement with notch 23 of the said bar 11, and holds the latter positively locked for the time being. The forward movement of bar l16 advances the tie-bar 5 and throws the switch points to open the siding.

yIn order to release the interlock between bars 11 and 16, to permit the switch to be moved to normal position after the train has entered the siding, the pin and slot connection between bar 16 and tie-bar 5, is provided. To permit the switch to be returned 110.878,822. y PATBNTED 11113.11, 1908.

n R. M. MGGEE an Wy. M. JONES.

AUTOMATIC RAILWAY SWITCH.

APPLIGATIONPILED JULY1,1907.

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0 mi? o G 0 41 Ycrank 1121 ldirectly with thetie-bar 5. Sliding rail 1.15 is mounted somewhat in advance Vof rail L17, which permits the pins 7 and;8 to ybe shifted before .the Twheels reach l sliding rail 1-17 to shift the tie-bar 5 and the switch points connected thereto.

Brieydescribed, the operation oftheap- .paratus is as follows: When a vtrain approaches the switch to take .the siding, the engineer or other operator depresses the detent on the locomotive to engage 'trip 60,

which moves slidingrails40and 50 into posi- 4tion :against rail 2, so thatsaid sliding rails will be, engaged by the wheels ofthe locomotive and lforced outwardly. The inward .movement of said sliding rail 40 locksit temporarily to the actuating means for locking pins 7 and 8,.and -similarly the inward movement ofsliding rail 50 locks the same temporarily to theswitchpoint actuating means. As the leading wheels of the engine pass between ysaid .sliding .rails 40 and 50,=they are, as described, forced .outwardly first shifting therlocking pins 7 fand 8, and immediately lthereafter advancing said 'tie-bar 5 to-throw the switch points ,to open thesiding. The movement of sliding rails, 40 and 50 ,runder the influence ofthe wheelflanges, disconnects saidslidi-ng rails from rods 43 and 59, respectively, and leaves saidzslidingrails .and track-trip in their normal positions to-be .again operated yby a succeeding train desiring to enter the siding. Immediately afterthe train passes sliding rail 50, itpasses over detector bar 70, and if ,pin 7 has not rbeen forced into .its coperating socket in tie-,bar 5, said detector-bar is elevated and the wheel tread engagesthe same and forces said locking pin lhome, thereby insuring the proper relation ofthe switchpoints, and, inasmuch as thedetector barcannot again rise` above thehead-of rail 2, it will be apparent .that the -relation ofthe locking pins cannot be changed whilp. thpjmm'n is passing on thesidina". The

has been effected, however, 'the weighted lever 26 moves rod -1 1 forward and lshifts pins 7 and 8, retracting 7 and advancing 8, and practically simultaneously therewith spring 99 throws the switch points to normal position, viz., to open the main line, as shown in Figs. 1 and 2.

VIT-hat we `claim is:

1. In an automatic railway switch, :the combination withl afmovable switch member, of ashifti-ngbar therefor, means cooperating with said bar 'for positively locking the switch in opener closed position, normally retracted sliding rails for operating the locking mechanism and shifting the switch, respectively, and a car actuated trip for moving the sliding rails into position to be engaged by the car wheels.

2. In. an automatic railway switch, the combination with a movable switch member, of a shifting bartherefor, means cooperating with said bar -for positively locking Vthe switch in open orclosed position, normally retracted laterally sliding rails for operating the locking mechanism and shifting the switch, respectively, anda car actuatedtrip for moving the sliding yrails into position to vbe engaged by the car .,wheels.

8. In an automatic railway switch, the combination withva movable switch member, of a shifting bar therefor, locking pins for positively yholding the switch in open and .closed position, laterally sliding rails for operating the locking pins and `shifting* the switch, respectively, afcar actuated trip for moving ,said sliding rails into position to be engaged ybythe car wheels, and means for automatically connecting the sliding rails with the bolt operating` and switchactuating mechanism,- respectively, when said sliding rails are moved topositionby the trip and for disconnecting said parts after said sliding rails lhave been moved by the wheels.

4. In an .automatic railway switch, the combination with a movable switch member, of a lshifting bar therefor, locking pins for positively holding said bar -in both positions of said switch, a normally inoperative sliding rail yfor operating said locking pins, a normally inoperative slid ingrail for; actuatingthe and the wheels, as herelnbefore described, will depress the detector bar and force the appropriate pin home into locking position.

As an additional means to secure the switch points in both positions, there is provided a rod 91, connected to tie-rod 90, which joins the extreme ends of the switch points, which rod 91 passes through a stationary chair 77 below the tie-rod 7 5, and mounted upon said tie-rod 75 is a pin 76 which engages registerfor shifting the tie-barY 5 and connected switch points. Both of these sliding rails 115 and 117 normally lie against the main rails of the siding, when the switch points are in position to hold the main line open, but are moved away from said rails of the siding when the switch points are in position to open the siding. Sliding rail 115 is connected by ull-rod 116, bell-crank 114, tierod 113, he l-crank 112, link 111, bell-crank 

